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Been doing this for over 50 years, taxing in to Buf one night, down hill ramp, had to put that 737 in to full reverse to keep from going into terminal. Do this job long enough, it can happen to you. Hope not

Omaha resident here, albeit not involved in aviation nor airport ops. That weather, while it had been forecast to happen that afternoon, came up in a hurry. I had to drive across town at 1230, and the roads were wet but not slick. By 1400, there was almost 1/4" of ice on every exposed horizontal surface.

My guess — and that's all it is — is that conditions deteriorated quickly enough that the maintenance crews didn't have time to get ahead of the problem. If so, maybe they should have closed the airport before landing that flight, although all the nearby airports were having the same problem, so diverting the flight might not have been easy...I don't know. But I sure wouldn't call it pilot error.

Bottom line is that nobody was hurt, and it sounds like the aircraft didn't even take a whole lot of damage.

Problem lies with how runways are deiced. The trucks turn off the end of the runway, so the opposite departure end gets substantially less fluid than the rest of the runway. Braking action may have been good on the rest of the runway but completely nil down at the end.

I was referring to what SWA has done all by themselves... Seems to be habit making...Note the over run in MDW where they ran though the wall and killed a kid a number of years ago and they have had more runway issues than any other airline... Maybe someone should look into them....

This is unrelated, and not a problem due to what SWA can control. Even the EMAS overrun couldn't have been controlled, as they were all weather related. They did everything right on those, but nature had other plans.

BTW: that MDW overrun was 14 years ago, and their first incident involving loss of life. Definitely not habit forming as you are making it out to be. Besides, you still neglect the previous 10+ arrivals to the same runway at KOMA that took that same taxiway successfully and notified ATC that that taxiway was slick.

Maybe wait until the NTSB report comes out on the KBUR EMAS overrun before you state it “couldn’t have been controlled.” Granted, the tower controller gave me a substantially less gloomy instantaneous tailwind report 9 minutes prior to the one he gave to the Southwest captain on the accident aircraft, so I went missed and he didn’t. And I was flying something that likely could have handled those conditions much better than a presumably fully loaded 737. Tower gave us direct tailwinds of something like 9 gust 19, an automatic missed approach according to our FOM. Nine minutes later they gave him 10 knots on the tail with no gust, but they did report heavy to extreme precipitation over the airport, to which he replied, “Great.” Sarcastically, I presume. Short runway, wet, with a maximum tailwind? Yes, I think something could have been done...divert to Ontario. Just like the next Southwest arrival was forced to do, due to a disabled aircraft on the runway. I also have opinions on how ATC handled the weather that day, but that’s another post entirely.

You have to know how to drive and taxi on ice. The main thing is to take it easy. The hard part landing was over with.This Pilot got shot after the war was over. He got complacent. The Midway accident was entirely different. 6500’ vs. 9000’. Also that was busy Chicago not out in the country like Omaha.

Such an ignorant comment. Omaha is the biggest city in the area, next to Kansas City, sports a huge AFB, and again, given the length of the runway, braking action no the runway, visibility, the METAR and the ATIS info, and the LiveATC recording (which is sure as hell obvious that you didn't listen to), you don't know what you're talking about. And yet you accuse Mary of the same thing you're doing?

The fail in this comment is hilarious. But I'll let the facts prove you wrong. Visibility was crap, (3/4SM to 2SM), freezing rain, drizzle and snow, braking action good on the runways, but not on any turnoff to a taxiway, and that is where this happened. ATC even let them roll out all the way to the end of the 9500ft runway.

While Southwest is not my preferred airline, sliding off the runway in conditions like this have nothing to do with Southwest. I almost went off the freeway last week in Saint Louis in freezing rain/ice and that is no fun.

Don’t forget also folks SOUTHWEST PILOTS TAKE OFF LAND IN SEVERE THUNDERSTORMS TOTALLY DISREGARDING YOUR SAFETY PROFITS AND ON TIME IS NUMBER 1 there . From Don Carlo Smeraldi B747/777/757/L1011/Gulfstream Pilot worldwide 30 years from Palermo, Sicily .

ok..yikes! that airplane weighing thousands of pounds and coming in at several hundred miles per hour,is not always going to stop on a dime,partiularly if runways are icy..yes,airports do salt and sand runways, but that is not always effective,just as it not on road surfaces for vehicles travelling at far slower speed...

Umm... a B737 may come in, configured on final at roughly 135kts (roughly 150 miles over the ground), and can easily slow down to 25mph given enough runway length. In this case, runway 14R at KOMA is 9502ft (almost 2 miles long). I've been on larger aircrafts that have landed on shorter and done the same.

And runways are more than just road surfaces. they actually deice and salt/sand runways more than they do many common road surfaces. And if you listened to the LiveATC feeds, you'd have heard the previous 10+ aircraft do exactly what it is you said that they shouldn't do. Again, it wasn't the runway that was the problem here; it was the intersection of the taxiway that they were trying to turn on to that wasn't treated.

WOW..WELL ARENT YOU JUST SO SPECIAL! the last ime I checked flightaware was a website open to all who have an interest in aviation,not just people who enjoy making nasty remarkks...you just have a nice day mr rich boddy..by the way sir, ( I am presuming you are male)I don't knit, but it is an activity proven to release stress..